Flying machine, including features of a helicopter and an autogiro



Dec. 13, 1949 A. HAYOT 2,491,042

FLYING MACHINE, INCLUDING FEATURES OF A HELICOPTER AND AN AUTOGIRO Filed Nov. 7, 1946 3 SheetsSheet 1 INVENTOR Lou/s. ADOLPHE HAYDT AT TORNE Y8 Dec. 13, 1949 HAYOT 2,491,042

FLYING MAGHfNE, INCLUDING FEATURES OF A HELICOPTER AND AN AUTOGIRO Filed Nov. '7, 1946 3 Sheets-Sheet 2 mwsw 16R i j Lou/s ADOLPHEHAYOT Dec. 13, 1949 LQA. HAYOT 2,491,042

FLYING MACHINE, INCLUDING FEATURES OF A HELICOPTER AND AN AUTOGIRO Filed Nov. 7,1946 5 Sheets-Sheet s IN VENTOR LOUIS 'A DOLPHE HAYOT ATTORNEYS Patented Dec. 13 1949 UNITED STATE FLYING MACHINE, INCLUDING FEATURES OF A HELICOPTER AND AN AUTOGIRO Louis Adolphe Hayot, Paris, France Application November 7, 1946, Serial No. 708,220

In France December 24, 1945 6 Claims.

The present invention has for its object a fiyand an Autogiro. It is principally characterized by the novel conception of its rotating supporting surface and by its combined device for pilotage during the flight and steering on the ground.

The accompanying drawings show by way of example several embodiments of the object of the invention. I

Figure 1 is a plan view of the rotating supporting surface of a flying machine wherein the supporting blades are ballasted by reaction supporting and propelling members.

Figure 2 is a vertical section through the axis of this machine showing the devices for driving the shaft of the rotating supporting surface and for driving the compensating airscrews and the suspension of the body of the machine.

Figure 3 isa plan view of the device for the longitudinal displacement of the rotating supporting surface with respect to the body.

Figure 4 is a plan view of the articulation device of the supporting blades.

Figure 4a is a sectional view taken along the cylindrical surface indicated by XX in Figure 4;

and showing also the angles of incidence corresponding to different positions of the device.

Figure 5 is a fragmentary plan view showing a three blade supporting surface in folded position.

Figure 6 is a partly sectional detail view of the mounting of one of the blades of a compensating airscrew.

Figures 7 and 8 are detail views of ballasts for flexible supporting blades.

Figure 91s a fragmentary view of a supporting blade having gaps and stiffening members.

Figure 10 is a plan view of a device for winding up a flexible supporting blade.

Figure 11 is a section taken on line XI-XI of Fig. 10.

Figure 12 is a horizontal section of a propelling and directing device comprising airscrews mounted at the rear of the machine.

Figure 13 is a partial transverse section showing schematically one side of a propelling and directing device comprising lateral airscrews.

Figure 14 is a side view of a flying machine, according to the invention having supporting blades and compensating airscrews with horizontal shafts, the propelling and directing airscrews being mounted on the sides of the machine.

Figure 15 is a side view of a flying machine according to the invention having compensating airscrews with vertical shafts and wherein the airscrews mounted at the rear, which serve for direction only, have a considerably reduced diameter.

Figure 16 is a sectional view of the combined device for the pilotage during flight and steering on the ground.

The rotating supporting surface (Fig. 1) comprises a single rotor the vertical shaft 5 of which can be inclined in all directions and displaced 1ongitudinally with respect to the body of the machine. The shaft 5 is hollow and is rotated by the engine E, through universal joints 39, an extensible shaft 38, a clutch 31 and gears 1 I, 12, 13, and E4. The rotor hub. 18 mounted on the shaft 5 is provided with arms I carrying supporting blades 2 and with other arms 3 carrying compensating airscrews 4. These airscrews have for their object to compensate the reaction torque of the supporting blades 2 and of the arms 3 carrying the said airscrews. To the hollow shaft 5 of the rotor is suspended the body of the machine by means of a universal suspension 6 mounted in a frame I (Fig. 3) which can be displaced longitudinally onthe bodyof the machine by means of an endless screw 8 which may be rotated manually or mechanically. Rotation is transmitted to the shafts M of the airscrews 4 by means of shafts 9 and I0 and bevel pinions II and II mounted in the hollow shaft 5 and in the arms 3 carrying the said airscrews 4. The shaft 9 is rotated by a gear 15 which is keyed on it and meshes with the engine-driven gear 13. In this manner, the rotor is rotated on the one hand directly by the engine E rotating the hollow shaft 5, and on the other hand indirectly by the action of the compensating airscrews 4 the shafts of which can be inclined from 90 to 0 with respect to the shaft of the rotor, so as to compensate exactly the different reaction torques. In the limit case shown in Fig. 14, the compensating airscrews 4 have a diameter which is as small as possible, and their shafts are horizontal, so that they do not contribute in supporting the machine. In the limit case shown in Fig. 15, the compensating airscrews 4 have a diameter which is as large as possible and their shafts are vertical, so thatthese airscrews contribute in this case largely in supporting the machine. It may be seen that in this novel conception of a rotating supporting surface comprising a single central rotor carrying compensating airscrews which are more or less inclined, the common angle formed between the shafts of the said airscrews and the shaft of the rotor plays the part of a parameter the variation of which, between and 0, creates a series of 3 flying machines which are all in accordance with the present invention, although the machines representing the ends of this series are very different in shape.

In any case, the compensating airscrews are characterized by the fact that, as soon as they cease to be driven by the engine, the inclination of their shafts and the directionfof their pitchare modified automaticallydn such'mannerthat they continue to rotate in the same direction, by 7 an effect of auto-rotation, and contribute in the supporting of the machine during -.the"landi ng. To this efiect, the casing I2 (Fig-a2):,in,which isg; mounted the shaft I4 of each airscrew is able to rotate about the longitudinal axis ofthe'arm- 3, from the position where thezshaft is vertical and corresponding to the auto-rotationiiof.thei:..

airscrew 4, to a more or less inclined position which must be taken by the shaft I4 while the" airscrew 4 is driven by the engine, the latter position; being determined by a ''stop 'member (not 1 shown) suitably providdon th'e'arm 3. A 'spring l [3 tends to return the casing [2 towardstheposi-- tion' jo'f auto rotation I whereinl the- "shaft i4-is verticalfwh en the 'engine is a't 'rest When the engine is started, the thrust of the pinions' |l causes the tasmgn 2 and shaft l 4* to turn until they *reach the positio fdeter'm'ined by thesaid stop member: wnentne-tnsrne is cut out during' the'fli'glit, the th'ru'st of the pinions' i "ceases and the: sprin 1 3 turn's'th'e basing-12' back until" the'shaft as'su'mes a'gain itsverticalposition of I I auto-rotation;- At jthe'sameytinie; as shown'in Fig.5, the foot "4-ofeach blade of the; 'airscrews 4 slides airiall yin-a guide nimberi5 mounted on the" hub] 4 under the actionfof {a spring l 6 which is"'compressed ifiho'rrnal flight-byan abut ment l6 onthe foot '4? under theactionof th'e'f centrifugalforceof the airscrew blade,but which extends when the airscrewfisno more drivenand" its speed'fialls to'the muchjlowerl valuejof 'autorot ation'f Theifoot d'fcarriesa spigot ,l 1' engag m l cal groove! o m i i n th rg d .m mher 1 sffso't at the" longitudinal displacements of the footfi t causesitto rotate about its'longitudi nal axis f'and" thusmodifies theipitcli of the" aire p The supporting blades 2 maybe rigidor flexible;

If rigid','. they lare iforni'ed in" known m'anner by" a tubular. beam; 'stifiening members and a suitj able covering? They; are mounted on' the huh I ll' (Figifir ofthe rotor;by two successive articula-i. tions [9 and '20 allowing .theni; to jefi'e'ct' 'vertical i as' well'f as" horizontal displacements; But the esZ e'j h i c erizewh c e i a tt tthey can" also efle ct jan angular, displacement 'abo, i

longitudinal beam '2", so as tochangetheir, angle" orneidenfcej the direction andgthe ampli-"t tude'fof this n s me'nti nedangmar displacement;

depending on the angular 'dis'placeinentjof thei blade 21 about thejsecondf articulation120.; Thirst v may be 'obtained; for example; by' the following device; two sectors 2 t and 1"; iFig' 4 and 4c) which are, entirelybr partially toothed the' upperff sector.zPbeingwithdraw' est-as, tqsho'wf; the'de'vice) and havinggthe urvaturecenteredzj on,theiarticulationflzda jfiii'e'd' omthefarrnlft carryingthe'iblade 2,1 the itooth eid portions jofflthef lower sectorfacing smooth horn ts-m theupper] sector,'and vice versa; A pinion22 is keyed upo f the beam Z'jof the blade; and eshes with one'j or thejother toothed sector- 2'! ,1 according-the position it occupies btweemthemj"' At'fthe-inner: end of-thebeam 2 is mounted} cylinder 23 whichf- "ed in a battery which" 4 pivoted at 20 to the arm I; by this device, the angle of incidence i of the blade 2 with respect to its plane of rotation will be varied when the said blade executes an angular displacement about the articulation 20, under the action of its inertia and of aerodynamic forces. Springs ivt i vt m ntai .1; ade.,.Z i a i mediate position corresponding to flthee angle of incidence for auto-rotation? In particular, if the engine should fail during flight, the blade 2, which, in normal flight had been held back of thearmgl byilihe drag'i'fiwith the pinion 22 in the position 22alshownain Fig. 4a); advances by its inerti a with respect to said arm I, so that the :pini'onil'automatically assumes the position 220 of-,-Fig-.,eauanda givesethe blade 2 the angle of incidence that is necessary for maintaining its movementrby an effect of auto-rotation. The bolts 26""assemb1ing the sectors 2| can be removed, which makes it possible, when the ma; chine is onlthe ground;' to fold tlie blades 2; backwards, above the =-rea'r"- partfof "the body, asw jli lli ifii When the blades! are'fle'xible; they are con- :stitute'd a way similar'jto the-known centrifugal hav'e 'furthermore a supportlngandpropelling effect. "Figz fl showsa blad'e ballast 62 havin'g the shape of-theen'dbf a supportingwing and thus. constituting a veryjeffectiv'e suppo rting felementbecause ofits" peripheral position and itsj great.

According-to Fig. ftlie*ballast"63 -'is a hollow-'- cylindrical body with ogiye' shaped endsi One; of these ends rnay be'sci ew'ed 'off seas 'to'permit? theintroduction'into thehollow ballast 63561- .a

cartridge; whip maybe fired offfilectrically an'dy producesf'a jetgivingfth-blade 2 a impmsion duringthe'lahding; in case-cf an engine failure; Injanother embodiment;- theyba'llast mayibe con stituted=*by special supportin'g -an'dpropelling 5O ailerons 21 1?'ig. 1)

The fixible-bladeSfZ are furthercharacterized in that they areretractible',"due to the-fact that they may be wound up and concealed inth p031?- tioriof 're'stundera' pr ot'ectlngicap' 28 (Fig, 14) i ring st'ttatab yiiioinitea tit-the mib H3. Noi

is rotatably engaged "ena ruicramiiiembet 24 75 -inally, 'this' ring rotates with'the hub-l a" but ma bee-immobilised with respect to the body of the machine by means of a brake (not shown) when the pilot operates the said brake. In this instance, the rotor rotating with respect to the ring 34, the cable 33 is wound up on the latter and causes a rotation of the pulley 32, shaft and drum 29, on which the blade 2 is thus wound up. As soon as the blade is completely wound up, an abutment 35 mounted on its end (Fig. 11) lifts the lever 36 which disengages the claw clutch 35a, thus putting the device out of action. Inversely, when the rotor is rotated, the blades 2 are acted upon by centrifugal forces and unwind automatically, the rotation of the drum 29 being transmitted to the entire device as soon as the abutment 35 leaves the lever, thus permitting the reengagement of the claw clutch 35a. The speed of unwinding is moderated by the above mentioned brake which is released completely only after complete unwinding of the blades.

When the width of the blades 2 is so large that it may cause the formation of air-pockets which are liable to reduce considerably the aerodynamic qualities of the blade acting as a wing, the blades 2 are formed by two or more flat cables or strips 64, 65, 55 (Fig. 8) each of which is suificiently narrow to avoid formation of air-pockets thereon, and which are placed side by side in contact, so that only negligible leak is possible between their edges. If a pocket tends to form on the .surface of the blade and over an area extending over more than one of said strips, the edges of the latter will be slightly separated and the pocket immediately emptied. As shown in Fig. 9, the strips 54, 55, 66 may be slightly spaced apart, leaving intervals between their longitudinal edges, so as to form a Wing with one or more gaps, having the known properties of such wings, the high supporting power of which may be used during the landing.

Flat rigid or elastic stifiening members 61, which may be rectilinear or curved, can be provided on the blades, at intervals, in order to maintain the desired profile of the blade throughout its length and, if the blade is formed by two or more strips, in order to hold the latter in. contact (Fig. 8) or in regularly spaced relation (Fig. 9).

The power of the engine is transmitted to the compensating airscrews by means of the clutch .3! (Fig. 2) and the extensible shaft 38 provided with universal joints 59. In this manner, the gear casing may be displaced in order to incline the rotor in any desired position without interfering with the drive.

The movements of the flying machine about its three central axes of inertia (longitudinal, transverse and vertical axis) are steered and controlled by the pilot, by means of the device shown in Fig. 16.

The steering column is constituted by a tube 4! on the upper end of which is mounted a steering wheel 42 and at the lower end of which is mounted a sphere 43 movable in a socket, so that the steering column is able to oscillate in all directions. Above said sphere, the column carries a cross member 44 having four arms to the ends of which are connected cables 45 leading over suitable guiding pulleys to the four sides of the casing 40 (Fig. 2) carrying the rotor. The pilot is thus able, by inclining the steering column, to incline the shaft 5 of the rotor forwards, backwards, to the right and to the left and generally in any direction where he desires to steer the machine, as is usual in helicopters. Around a pulley 46; coupled for rotation with the steers ing column 4! by means of a movable key 41, passes a cable 48 by means of which the flying machine is steered in direction, by rotating the steering wheel 42. To this efiect, the ends of the cable 48 are connected to the device shown in Fig. 12-, or to that shown in Figure 13, which will be described hereafter.

. The sphere 43 is mounted with its socket on the casing 49 of a steering mechanism similar to that of an automoble (for example comprising a screw and a toothed sector) which is adapted to steer the rolling wheels of the flying machine when the latter is on the ground. The steering column 4| can be coupled with said steering mechanism by simply lowering a bar 50 which is movable inside the column 4| until the said bar 50 penetrates into the casing 49 and couples the column 4! with the screw of the steering mechanism, preventing simultaneously the column from any lateral movements about the sphere 43 and allowing it only to be rotated by the steering wheel 42, as if it were the steering column of an automobile. When the bar 55 is lowered, it lowers at the same time the key 41, thus uncoupling the column 4i from the pulley 45, so that the cable 48, which is connected to the devices for direction in flight, remains stationary when the steering wheel is turned for steering the rolling wheels of the machine.

As the flying machine according to this invention is designed to be able to fly also as an Autogiro, it is provided with independent propelling means which serves at the same time for steering in direction. For small flying machines, the propelling and steering means is constituted, as showing in Fig. 12, by two coaxial airscrews rotating in opposite directions and the common axis of which can be displaced in direction, like a rudder, by pivoting about a vertical axis 5| when the pilot turns the. steering wheel 42, the transmission being effected by the above mentioned cable 48 passing over the pulley 46 (Fig. 1.6) and the ends of which are attached to the propelling and steering means as shown in Fig. 12.

In larger flying machines such as areo-buses, wherein the engine is preferably placed near the center of gravity of the machine, the propelling and steering means is constituted, as shown in Fig. 13, by two lateral airscrews 52 mounted each on one side of the machine, on pivotable arms 53 which may be swung flat against the side wall of the machine body when the machine is on the ground. Each of these airscrews 52 is driven by a transverse shaft 54 which receives rotation from the engine by means of a differential gear 55 and is provided with a brake 58, a free-wheel mechanism 51 and a universal articulation 55 coaxial with the pivoting point of the arm 53. The brakes 58 are controlled by the steering Wheel 42, by means of the two ends of the aforesaid cable 48 passing over the pulley 46 (Fig. 16). Normally, the two-airscrews 52 rotate at the same speed and in opposite directions. But when the pilot by means of the steering wheel 42 and cable 48, actuates one of the brakes 58, the corresponding airscrew 52 will be braked, while the airscrew 52 on the other side of the machine will be accelerated due to the action of the differential gear 55, sothat a steering efiect is obtained.

In order to enable the pilot to turn the machine when it is flying without advancing, being maintained motionless inthe air, the machine is provided with two brakes (not shown) acting one upon the brake drum 59 mounted on the rotor 

